I think Elon Musk deserved his $55 billion Tesla CEO compensation plan, and I voted for him to get it, but it doesn’t mean he should get it.
I would probably vote for it again. Hear me out.
There’s a lot of confusion among the reactions to the judge’s decision to rescind Elon’s $55 billion CEO compensation plan from Tesla.
The main arguments I hear from Tesla shareholders are that “I voted for the plan”, “the plan was successful for Elon, Tesla, and shareholders”, and “I don’t feel like I was misled by Tesla or Elon about this compensation plan”.
These arguments can appear valid, and Musk is currently amplifying them on X right now as he goes full propaganda mode to redirect the narrative amid the judge’s decision. He is pushing the narrative that the judge is taking away the shareholders’ right to decide for themselves, but it’s not as simple as that. Hear me out.
I can see how this argument is attractive; I sympathize. I voted for the plan myself back in 2018. And I think there might be an outcome to this that could make most people happy. So before you dismiss me as an Elon hater, please hear me out.
It’s a complicated situation, and I think that most people who are simply jumping to Elon’s defense have simply not read the judge’s decision. I know it’s long, but if you have any interest in this, and especially if you want to comment on this situation, I suggest you read it first. It includes a full chronology of the “negotiation” of the plan with an in-depth background based on testimonies and depositions from everyone involved. It’s undoubtedly a great look at how the biggest CEO compensation plan of all time came to be, and while I see Elon coming down hard on the judge or Delaware, Tesla’s state of incorporation and where the lawsuit was filed, I don’t see him disputing the facts in it.
To summarize, it’s not as simple as answering the questions: “is the package fair or unfair?” or even “did Elon deserve the package?”. He very well might have. Tesla achieved incredible things under Elon’s leadership. I’m the first to admit it, and despite all the hate McCormick is getting from Elon fans today, she also admits it in the decision. The problems that led to this litigation are more about governance, and I know this is a controversial issue at Tesla. There’s no hiding it. Elon didn’t want Tesla to be a public company. He said it several times and he is saying it again now. He would prefer it to be private, but it’s not. For better or worse, it’s a public company and it has to be governed as such.
Elon saved Tesla from death several times, but Tesla shareholders also saved Tesla. Tesla would have been dead without its strong base of shareholders, and they are due proper governance at the company. Proper governance is the basis of a modern public company, and Tesla has always played fast and loose with the relationships between its shareholders, boards of directors, and executives. Now, it’s biting them in the ass.
How does it relate to this lawsuit? Yes, Tesla shareholders voted 80% for this $55 billion comp package. 20% of shareholders voted against it. Many people, including Elon, want to stop the issue there. I know it’s tempting, but it’s missing the point of this lawsuit and the judge’s decision completely.
Tesla shareholders made that decision based on the recommendation of “the Independent Members of Tesla’s Board of Directors” in this proxy statement.
The proxy accurately explained how the compensation package worked, but make no mistake, Tesla’s board also was trying to sell the plan to shareholders in that proxy statement. They said things like:
“In crafting this award, we were mindful of Elon’s existing stock ownership levels and the strong belief that the best outcome for our stockholders is for Elon to continue leading the company over the long-term. We created the award after more than six months of careful analysis with a leading independent compensation consultant as well as discussions with Elon, who along with Kimbal otherwise recused themselves from the Board process.”
At the core of the case, the judge had to decide whether or not those shareholders had all the correct information about this plan. If they hadn’t, they would have been misled and would have potentially voted differently.
Now, you might be Elon’s biggest fan right now and might be thinking: “I don’t care if the information wasn’t perfectly accurate, I don’t feel like I was misled, and I would have voted for it anyway.”
That’s fine. I don’t mind that. I don’t wan’t to speak for her, but Judge McCormick probably doesn’t care either. The thing is that maybe other shareholders would have felt differently about it, and you don’t speak for them. It could have changed their vote. It’s as simple as that. You cannot mislead or lie to your investors in a public company. It’s as simple as that.
Now, what was misleading? At the core of it, the judge deemed the board members not to be independent. In short, that would make the entire proxy statement misleading as it is presented as coming from the independent members of the board. After testimonies and depositions from everyone involved, the judge described the problematic relationships like this:
“The process leading to the approval of Musk’s compensation plan was deeply flawed. Musk had extensive ties with the persons tasked with negotiating on Tesla’s behalf. He had a 15-year relationship with the compensation committee chair, Ira Ehrenpreis. The other compensation committee member placed on the working group, Antonio Gracias, had business relationships with Musk dating back over 20 years, as well as the sort of personal relationship that had him vacationing with Musk’s family on a regular basis. The working group included management members who were beholden to Musk, such as General Counsel Todd Maron who was Musk’s former divorce attorney and whose admiration for Musk moved him to tears during his deposition. In fact, Maron was a primary gobetween Musk and the committee, and it is unclear on whose side Maron viewed himself. Yet many of the documents cited by the defendants as proof of a fair process were drafted by Maron.”
Again, for more details, I strongly suggest you read the entire decision. It includes a full chronology of the “negotiations”. It clearly shows that the board operated as a proxy for Elon. The only correct governance guideline they followed was for Elon and his brother to recuse from the board meetings when discussing the compensation package, but they completely overlooked the fact that the chair of the compensation committee was a close friend of both Elon and Kimbal, same for Gracias, who was also on the committee, and they all had personal financial dealings together outside of Tesla.
They clearly were not independent. The only person on the compensation committee who can be considered independent was Denholm, but she was also getting a nice compensation package that made her a very rich woman. So she played ball. Now she is Tesla’s chairwoman and just signed a new deal to sell up to $50 million in shares.
Now, in any decent public company, these conflicts should have never existed in the first place, but at the very least, it should have been communicated to shareholders. They failed to do that. Again, I know that maybe none of that changes anything for you. Maybe you would have voted the same way knowing that Elon and his representative were instrumental in crafting the whole comp plan and he was “negotiating” not with “independent board members” but with friends that he had long-time business dealings with even outside of Tesla.
Personally, I knew most of that, and I voted for it. I didn’t know the depth in which Elon and his lawyer Todd Maron were involved in the process, but I knew that Tesla’s board was far from independent. But regardless, I have to be aware that maybe some of that information would have affected other shareholders, and they would have voted differently.
Based on that, I have to agree with the judge. The vote was not valid because the proxy presenting it to the shareholder wasn’t accurate. It was tainted by Tesla’s governance issues.
What now? Maybe Elon could still get his package? The guy already wasted most of it on a way overpriced Twitter. It would be a shame for him to have to give it back.
Jokes aside, now that the information is out there, I would be fine with Tesla making sure that this information gets distributed to the shareholders and have them vote on it again. I’d be curious to see the results. It might even pass again. I wouldn’t be shocked. I would probably even for it again myself.
I think that Elon did great things for Tesla in the next few years following the adoption of that plan. He gave a lot of time, sweat, and tears to successfully lead Tesla to develop, produce, and distribute the first electric car to become the best-selling vehicle in the world. It undoubtedly changed the auto industry for the better, forever. Is it worth $55 billion? Maybe. Probably. It’s hard to say. But I’m not against it. It’s not like shareholders didn’t get rich along with him – albeit to a much smaller degree.
I don’t think there’s a lot of negative to Elon getting the package, but it needs to be properly presented to shareholders in accordance with the rules of a public company, and it wasn’t. That’s it. But it’s important.
Being successful and getting yourself and your shareholders rich doesn’t make you above the law.
Now, if we talk about Elon getting a new CEO compensation plan at Tesla for his future work at the company. I think that’s different. I would approach that very carefully, as he has proven in the last few years to have a different relationship with Tesla. He is now leading 6 different companies. It’s insane. No matter how you look at this, Tesla has a part-time CEO.
The bigger thing to come out of this situation is that Tesla has a governance problem. It needs an independent board that believes in Tesla’s mission but who are not an old friend or business partner of Elon. We need people who can rein him in when needed.
Like Leo KoGuan, Tesla’s third largest shareholder, said, Elon is running Tesla like a family business. While that might be appealing to some, you simply cannot do that in a public company. Elon’s own reaction to the judgment makes it clear:
There are problems with comments like that because Tesla is a public company whether he likes it or not. Elon’s reality distortion field is powerful but not enough to make that go away.
If Elon couldn’t take Tesla private in 2018, he certainly can’t in 2024. He could barely take Twitter private, and it was worth a fraction of Tesla.
I know that some shareholders are OK with Elon doing whatever he wants with Tesla. It’s sort of like the benevolent dictator theory. Maybe a benevolent dictator would be more efficient than a democracy. It could be, but it’s clear not all shareholders are OK with that and thankfully for them, the rules of public companies are there to save them for dictators.
If Elon thinks he is above the rules of a public company, he shouldn’t be an officer at Tesla. Learn to live with it, play by the rules, or move on.
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MAN Trucks are always good for a headline, but despite the company’s pro-battery bluster they’ve barely managed to get 200 battery electric semi trucks on the road … until now that is: the company announced that series production of its heavy-duty eTruck prime mover is officially underway!
Since then, we’ve talked a bit about MAN’s early BEV customers — but with just 200 trucks on the road, they’ve been few and far between. That’s all set to change now that MAN Executive Board Member for Production Michael Kobriger, together with Manfred Weber, Member of the European Parliament and Chairman of the EPP, gave the go-ahead to start the eTruck production line at the company’s Munich plant.
From now on, both electric and diesel trucks will be produced in a fully integrated mixed production process on the same line, with enough capacity to produce up to 100 eTrucks per day. (!)
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“The start of series production of our electric trucks is historic. It marks a turning point in our history,” explains Vlaskamp, enthusiastically. “The future of MAN begins now, at this very moment. The entire MAN team is proud to be actively shaping the transformation from diesel to electric drive. Our highly efficient electric trucks will make locally emission-free freight transport a reality. This is an enormously important step towards achieving our goal of becoming CO2-neutral by 2050. The fact that we can manufacture the electric trucks on the same production line as our state-of-the-art diesel trucks also gives us enormous flexibility and increases production efficiency.”
MAN says the plant’s maximum capacity is 100 trucks per day, citing about 8 hours to produce one of its heavy-duty semis. The interesting thing, though, is that it doesn’t seem to matter whether those 100 trucks are diesel- or battery-powered.
Flexible assembly
“The production of electric or diesel trucks on a single line can be flexibly adapted to market developments, and the vehicles can be built exactly in the order in which they are ordered by customers. This innovative concept is accompanied by extensive changes along the assembly line as well as in the supply chain and logistics,” says Kobriger, citing that while ICE trucks are initially fitted with axles, tanks and exhaust systems, the electric models are instead fitted with two batteries under the cab together with a “power pack” of electrical components.
All 5,000+ Munich-plant MAN employees have been trained in high-voltage technology in preparation for this “transformation” of the facility. The company says it has 700 of its 740 km (about 450 mile) battery electric trucks already sold, with more sales sure to come as availability ramps up to meet demand.
Electrek’s Take
Historic: eTruck production begins; via MAN.
Betting against Tesla has been bad business for well over a decade now, but with MAN now capable of putting out about as many electric semi trucks in a single day as Tesla has in the last ::checks notes:: eight years since the official launch of the Tesla Semi concept, it’s hard to imagine them catching up — and harder still to see them catching up with Volvo or Renault, each of who have logged tens of millions of electric semi miles in recent years.
That said, Tesla has beaten legacy brands with massive, seemingly insurmountable leads before – but the good news is that, when it comes to EVs, whoever wins, we kind of all win, you know? Even Elon! That’s my take, anyway. Head down to the comments and let me know yours.
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New York City is creating a new department aimed at cracking down on e-bike delivery workers, and critics say it’s the latest move in a growing pattern of targeting micromobility riders instead of the real threats on the road.
Buried inside NYC’s new $116 billion city budget is a plan to hire 45 new unarmed peace officers tasked with enforcing laws against delivery cyclists, particularly those riding e-bikes and mopeds. The new officers will work under the just-announced Department of Sustainable Delivery, a division of the Department of Transportation set to deploy in 2028.
Mayor Eric Adams says the department will help improve street safety and hold delivery app companies accountable for the pressure they put on gig workers. “The newly created Department of Sustainable Delivery is yet another step that we’re taking to support delivery workers, keep pedestrians safe, and hold delivery app companies accountable for placing unrealistic expectations on their workers that put New Yorkers in harm’s way,” Adams explained in a published statement.
But the move is already raising red flags among advocates for delivery workers and cycling safety, who warn that these efforts could lead to increased surveillance and policing of low-income, often immigrant workers, many of whom already operate under grueling conditions just to make ends meet.
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The officers will be trained to issue moving violations and enforce commercial cycling laws, though city officials haven’t clarified exactly how they’ll distinguish between a reckless rider and one simply hustling to meet the often unrealistic delivery windows imposed by apps like Uber Eats, DoorDash, and Grubhub.
While Adams frames the effort as a safety initiative, critics argue it’s another example of micromobility scapegoating. Just last month, he imposed a 15 mph speed limit on e-bikes across the city, in a move that advocates say ignores the realities of urban riding and fails to address the vastly greater danger posed by cars and trucks. The administration also moved to undo a redesign of Bedford Avenue in Brooklyn, rolling back a protected bike lane project that city data showed had improved safety.
Delivery riders in NYC, many of whom are immigrants working long shifts in all weather conditions, overwhelmingly use e-bikes to cover more ground, more quickly. These workers have been essential to the city’s economy, especially during the COVID-19 pandemic. Yet they continue to face increasing scrutiny from law enforcement, often for minor infractions, even as drivers of multi-ton vehicles are rarely held to the same standard.
City Council spokesperson Mara Davis acknowledged the concerns, stating, “There are always concerns about any new policy that could give way to discriminatory policing of delivery workers and immigrants. We remain in discussions with advocates and constructive members of the mayoral administration to advance solutions on e-bike safety, sustainable delivery, and street safety.”
Despite the rhetoric about safety, the data paints a different picture. City statistics show that e-bikes account for less than 4% of traffic-related injuries, and Gothamist pointed out that only six pedestrian fatalities involving e-bike riders were reported between 2021 and 2024. Meanwhile, cars and trucks continue to kill hundreds of New Yorkers every year. But rather than increasing enforcement on reckless drivers or investing more in safe bike infrastructure, the city is spending taxpayer money to police bicycles.
Electrek’s Take
In a city desperately trying to transition to more sustainable forms of transportation, I just don’t think that increasing pressure on the people doing the most riding is the answer. Delivery workers are part of the solution to car dependence, not the problem.
If NYC wants cleaner, safer streets, the focus should be on supporting these riders with safe infrastructure, affordable bikes, and better labor protections – not treating them like traffic scofflaws. Yes, enforcement is important. And yes, dangerous riders should be penalized to the full extent of the law, especially when they pose a real threat to pedestrians. But let’s not pretend like that’s what this about. If we cared about pedestrian safety, we’d be increasing enforcement to prevent the hundreds killed every year by cars in NYC – not the two pedestrians killed by e-bikes.
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China’s EV leader, BYD, just reached another major breakthrough: its smart parking feature now offers L4 autonomy. To sweeten the deal, BYD says it will fully cover any losses associated with the new feature.
BYD becomes the first to achieve L4 smart parking
BYD said it was coming soon. Earlier this week, BYD posted on Weibo that it’s about to launch “the largest-scale smart driving OTA in history.”
On Wednesday, BYD confirmed that its smart parking system now offers L4 autonomy, becoming the first to achieve the feat. In a statement, the company said, “BYD is the first to achieve L4-level smart parking, and the official promise is to provide a safety guarantee.”
The company is also pledging to cover any losses tied to the feature. Instead of going through their insurance company, drivers can contact BYD’s after-sales team to handle the incident.
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All BYD vehicles equipped with its God’s Eye smart driving system can get the upgrade. Earlier this year, the EV maker upgraded 21 of its best-selling vehicles with its God’s Eye system, at no additional cost.
The breakthrough comes after BYD announced earlier this week that there are now over 1 million vehicles on the road with its God’s Eye smart driving system. With L4 smart parking, the vehicle can operate without human interaction under certain conditions.
And that’s not all. BYD also said it’s pushing new OTA updates for its God’s Eye B and C systems. God’s Eye B will gain new functions, including multiple U-turns, detours, and a three-speed parking feature. Meanwhile, God’s Eye C is set to receive front parking and lane change reminders.
BYD’s smart driving system has three levels: A, B, and C. The A system is primarily reserved for the ultra-luxury Yangwang brand, while B is used for Denza and some premium BYD brand models. The God’s Eye C system is used for lower-cost BYD vehicles, such as the Seagull EV, its top seller in China.
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